In 2023, preliminary figures showed that the gross domestic product (GDP) from sea transport in Indonesia amounted to ***** trillion Indonesian rupiah. The GDP derived from sea transport in Indonesia slightly increased in that year.

Hong Kong GDP: IS: Transport: Sea: Freight data was reported at 5,877.000 HKD mn in 2016. This records a decrease from the previous number of 7,158.000 HKD mn for 2015. Hong Kong GDP: IS: Transport: Sea: Freight data is updated yearly, averaging 8,482.500 HKD mn from Dec 2009 (Median) to 2016, with 8 observations. The data reached an all-time high of 11,226.000 HKD mn in 2011 and a record low of 5,877.000 HKD mn in 2016. Hong Kong GDP: IS: Transport: Sea: Freight data remains active status in CEIC and is reported by Census and Statistics Department. The data is categorized under Global Database’s Hong Kong SAR – Table HK.A171: SNA 2008: GDP: Trade in Services: MSITS 2010: Current Price: by Major Serv Component, Serv Group & Serv Item (Annual).

The coronavirus outbreak poses a challenge for the world economy, negatively impacting global real GDP growth and affecting many industries. The international sea freight forwarding market is projected to contract by some 1.1 percent compared with the previous year under the ‘actual impact‘ scenario. In case of the ‘severe impact‘ scenario, the market is anticipated to contract by 7.3 percent. Regional markets will be affected differently, with the North American market suffering the most under both scenarios.

Decline in container shipping volume

Between January 2020 and June 2020, there was a considerable decline in container shipping volume compared with the previous year’s figures. This resulted in some 310 container ships staying idle in February alone.

Networked nature of the global container shipping market

When the outbreak of the virus became apparent in January 2020, governments across the globe started adopting measures that severely limited commercial activities, affecting both supply of and demand for goods. The sea freight forwarding market, however, is highly complex and interconnected, with many elements depending on one another. Many small cracks within the system can make it malfunction, further exacerbating the problems caused by the pandemic.

Container Shipping Market size was valued at USD 120.69 Billion in 2023 and is projected to reach USD 146.79 Billion by 2031, growing at a CAGR of 4.99% during the forecast period 2024-2031.

Global Container Shipping Market Drivers

The market drivers for the Container Shipping Market can be influenced by various factors. These may include:

Global Trade Growth: The container shipping market is heavily influenced by global trade growth, which drives demand for shipping services. Economies experiencing robust growth tend to import and export more goods, increasing the need for container shipping. Changes in trade policies, international agreements, and economic recovery from downturns also play a significant role. Additionally, emerging markets contribute to higher demand as they seek to connect with established economies. The rise of e-commerce has also transformed consumer behavior, driving more goods through container shipping routes. Consequently, fluctuations in global GDP can directly impact shipping volumes and freight rates.

Technological Advancements: Technological advancements are revolutionizing the container shipping industry, enhancing operational efficiency and reducing costs. Innovations such as automated container terminals, digital tracking systems, and data analytics are improving logistics and supply chain management. Furthermore, the adoption of eco-friendly technologies, including alternative fuels and energy-efficient vessels, is becoming crucial due to increasing environmental regulations. Shipping companies are investing in technology for better route optimization and vessel utilization, thus maximizing profitability. These advancements boost competitiveness in a market where operational costs are tied to technology viability. As technology evolves, so will the capabilities and service offerings in the container shipping sector.

Global Container Shipping Market Restraints

Several factors can act as restraints or challenges for the Container Shipping Market. These may include:

Regulatory Compliance: The container shipping market faces significant constraints due to strict regulatory compliance requirements imposed by international, national, and local authorities. Shipping companies must adhere to various environmental regulations, including emissions standards and ballast water management protocols. Non-compliance can result in hefty fines and operational delays. Additionally, customs regulations complicate cross-border shipping, necessitating robust documentation and rigorous inspections. The constantly evolving regulatory landscape requires shipping companies to invest in compliance systems and training, which can divert resources away from other operational areas. These increasing regulatory demands can hinder market growth and profitability as companies strive to maintain compliance while managing costs.

Infrastructure Limitations: Infrastructure limitations present a major restraint on the container shipping market. Ports are often congested, leading to delays and increased operational costs. Insufficient docking facilities can result in longer turnaround times for vessels, limiting shipping frequency and capacity. Moreover, aging port infrastructure may not be equipped to handle larger modern vessels, restricting access to essential services and resources. This infrastructure challenge can lead to increased transit times and reduced efficiency, ultimately affecting service reliability and customer satisfaction. Investment in upgrading port facilities and transport connections is essential to overcome these limitations, but such efforts require substantial capital and time.

Maritime Freight Transport Market size was valued at USD 372.52 Billion in 2024 and is projected to reach USD 468.51 Billion by 2031, growing at a CAGR of 4.30% during the forecast period 2024-2031.

Global Maritime Freight Transport Market Drivers

Global Trade and Economic Activity: The demand for maritime freight transport is closely tied to global trade volumes and economic activity. Factors such as GDP growth, consumer demand, and international trade agreements impact the movement of goods via maritime shipping.

Commodity Demand and Supply Chains: Demand for maritime freight transport is driven by the need to transport various commodities such as raw materials, manufactured goods, and energy resources across global supply chains. Industries like manufacturing, agriculture, and energy rely heavily on maritime shipping for transportation.

Shipping Capacity and Fleet Expansion: The availability of shipping capacity, including vessels, containers, and port infrastructure, influences the dynamics of the maritime freight transport market. Investments in fleet expansion, vessel efficiency, and port infrastructure impact the industry's capacity to meet demand.

Fuel Prices and Operating Costs: Fluctuations in fuel prices and operating costs affect the profitability and competitiveness of maritime freight transport. Shipping companies monitor fuel prices closely and adopt fuel-efficient technologies to manage costs and remain competitive.

Regulatory Environment: Regulatory factors such as environmental regulations, safety standards, and trade policies impact the maritime freight transport market. Compliance with international regulations, such as IMO regulations on emissions and ballast water management, influences industry practices and investment decisions.

Technological Advancements: Technological innovations, such as digitalization, automation, and blockchain, are transforming the maritime freight transport industry. Adoption of digital platforms for booking, tracking, and documentation streamlines operations and enhances efficiency.

Environmental Sustainability: Growing concerns about environmental sustainability drive initiatives to reduce emissions and improve the environmental performance of maritime shipping. Adoption of cleaner fuels, alternative propulsion systems, and eco-friendly practices shape the industry's response to sustainability challenges.

Trade Routes and Market Dynamics: Changes in trade routes, market demand, and geopolitical factors influence shipping patterns and route optimization in the maritime freight transport market. Market shifts, such as the rise of e-commerce or changes in manufacturing locations, impact shipping demand.

Infrastructure Investments and Port Efficiency: Investments in port infrastructure, dredging, and intermodal connectivity enhance port efficiency and capacity, facilitating the movement of goods through maritime freight transport. Improvements in port infrastructure drive growth in container throughput and shipping volumes.

Market Competition and Alliances: Intense competition among shipping lines, alliances, and logistics providers shapes market dynamics in the maritime freight transport industry. Strategic alliances, mergers, and acquisitions impact market consolidation and competitive strategies among industry players.

In 2018, the shipping industry of the European Union (EU-28) contributed a direct gross value added (GVA) to the EU's GDP of about 53.7 billion euros. The freight transport sub-sector added most of this value - some 30.9 billion euros.

Norway NO: GDP: Volume: Fixed Investment: Shipping Industry data was reported at 11.176 NOK bn in 2026. This stayed constant from the previous number of 11.176 NOK bn for 2025. Norway NO: GDP: Volume: Fixed Investment: Shipping Industry data is updated yearly, averaging 24.811 NOK bn from Dec 1978 (Median) to 2026, with 49 observations. The data reached an all-time high of 63.651 NOK bn in 1982 and a record low of -1.740 NOK bn in 2015. Norway NO: GDP: Volume: Fixed Investment: Shipping Industry data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s Norway – Table NO.OECD.EO: GDP by Expenditure: Volume: Forecast: OECD Member: Annual. ISHV - Gross fixed capital formation of the shipping industry, volume

In 2019, the trucking industry was responsible for the highest contribution to the United States' GDP within the U.S. transportation sector. That year, the trucking industry contributed 368.9 billion U.S. dollars to the U.S. GDP.

Russia RU: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data was reported at 43.038 Ratio in 2020. This records an increase from the previous number of 38.926 Ratio for 2019. Russia RU: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data is updated yearly, averaging 52.627 Ratio from Dec 1996 (Median) to 2020, with 25 observations. The data reached an all-time high of 336.750 Ratio in 1999 and a record low of 28.908 Ratio in 2011. Russia RU: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s Russian Federation – Table RU.OECD.ITF: Freight Transport by Mode of Transport: Non OECD Member: Annual. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Data do not include international shipping. Since 2012, data include transport by mixed (river-sea) vessels connecting the sea. Since 2016, data include only transport on national territory.

Azerbaijan Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data was reported at 56.001 Ratio in 2023. This records an increase from the previous number of 43.625 Ratio for 2022. Azerbaijan Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data is updated yearly, averaging 131.902 Ratio from Dec 1994 (Median) to 2023, with 30 observations. The data reached an all-time high of 2,131.433 Ratio in 1994 and a record low of 43.625 Ratio in 2022. Azerbaijan Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s Azerbaijan – Table AZ.OECD.ITF: Freight Transport by Mode of Transport: Non OECD Member: Annual. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Data do not include transport in the Caspian Sea, since it is considered as maritime.

After taking a hit in 2020 amid the COVID-19 pandemic, both global GDP and container shipping volume are projected to grow in 2021 and 2022. While global GDP contracted by some 3.3 percent in 2020 compared with the previous year, it is expected to grow by six percent in 2021. Similarly, while the volume of containers shipped worldwide in 2020 shrank by 0.8 percent compared with 2019, it is projected to grow by 5.7 percent in 2021.

Azerbaijan Total Inland Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data was reported at 1,249.195 Ratio in 2023. This records an increase from the previous number of 1,114.133 Ratio for 2022. Azerbaijan Total Inland Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data is updated yearly, averaging 2,139.077 Ratio from Dec 1994 (Median) to 2023, with 30 observations. The data reached an all-time high of 7,970.641 Ratio in 1994 and a record low of 1,114.133 Ratio in 2022. Azerbaijan Total Inland Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s Azerbaijan – Table AZ.OECD.ITF: Freight Transport by Mode of Transport: Non OECD Member: Annual. [COVERAGE] TOTAL INLAND FREIGHT TRANSPORT Rail freight transport is any movement of goods using a railway vehicle or a given railway network. When a railway is being carries on another rail vehicle only the movement of the carrying vehicle (active mode) is being considered. Road freight transport is any movement of goods using a road vehicle on a given road network. When a road vehicle is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is considered. Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. Pipeline transport is any movement of crude or refined liquid petroleum products or gases in a given pipeline network. [COVERAGE] TOTAL INLAND FREIGHT TRANSPORT Inland waterways freight transport does not include transport in the Caspian Sea, since it is considered as maritime. TOTAL INLAND FREIGHT TRANSPORT Since 2008, rail freight transport decreased mainly because of increases in railway freight tariffs. Since 2008, road freight transport increased mainly because of decreases in road freight tariffs. In 2006, there was an increase in pipeline transport due to the creation of the Baku-Tbilisi-Ceyhan oil pipeline. In 2007, there was an increase in pipeline transport due to the creation of the South Caucasian gas pipeline.

The data in this collection consists of historical data relating to trade patterns and development indicators which enabled the testing of, firstly, the role of a reduction in shipping times (brought about through steam technology) in the expansion of world trade in the 19th Century and, secondly, the impact of these changing trade patterns on economic development. Five datasets are included: 1) information on shipping times for different sailing technologies (sail/steam) across roughly 16,000 country pairs; 2) 23,000 bilateral trade observations for nearly 1,000 distinct country pairs (1850-1900); 3) data on the duration of voyages of sailing ships from 1750-1854; 4) country-level data on per-capita GDP, population, exports, urban population; 5) data on freight rates for shipping materials and coal from the ports of Cardiff and Newcastle (1855-1900).

The statistic shows the gross domestic product (GDP) at basic prices for the Canadian boiler, tank and shipping container manufacturing industry between 2010 and 2016. In 2016, the GDP for the boiler, tank and shipping container manufacturing industry stood at 1.1 billion Canadian dollars.

FR: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data was reported at 1.953 Ratio in 2023. This records a decrease from the previous number of 2.372 Ratio for 2022. FR: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data is updated yearly, averaging 3.353 Ratio from Dec 1994 (Median) to 2023, with 30 observations. The data reached an all-time high of 5.316 Ratio in 2000 and a record low of 1.953 Ratio in 2023. FR: Inland Waterways Freight Transport: Tonne-km per One Thousand Units of Current USD GDP data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s France – Table FR.OECD.ITF: Freight Transport by Mode of Transport: OECD Member: Annual. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Inland waterways freight transport is any movement of goods using IWT vessels which is undertaken wholly or partly on navigable inland waterways. Bunkers and stores supplied to vessels in ports are excluded. When an IWT vessel is being carried on another vehicle, only the movement of the carrying vehicle (active mode) is taken into account. [COVERAGE] INLAND WATERWAYS FREIGHT TRANSPORT Data include transit, but does not include transport by sea vessels.

Goal 9Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovationTarget 9.1: Develop quality, reliable, sustainable and resilient infrastructure, including regional and transborder infrastructure, to support economic development and human well-being, with a focus on affordable and equitable access for allIndicator 9.1.1: Proportion of the rural population who live within 2 km of an all-season roadSP_ROD_R2KM: Proportion of the rural population who live within 2 km of an all-season roadIndicator 9.1.2: Passenger and freight volumes, by mode of transportIS_RDP_FRGVOL: Freight volume, by mode of transport (tonne kilometres)IS_RDP_PFVOL: Passenger volume (passenger kilometres), by mode of transportIS_RDP_PORFVOL: Container port traffic, maritime transport (twenty-foot equivalent units - TEUs)IS_RDP_LULFRG: Freight loaded and unloaded, maritime transport (metric tons)Target 9.2: Promote inclusive and sustainable industrialization and, by 2030, significantly raise industry’s share of employment and gross domestic product, in line with national circumstances, and double its share in least developed countriesIndicator 9.2.1: Manufacturing value added as a proportion of GDP and per capitaNV_IND_MANFPC: Manufacturing value added per capita (constant 2015 United States dollars)NV_IND_MANF: Manufacturing value added (constant 2015 United States dollars) as a proportion of GDP (%)NV_IND_MANF_CD: Manufacturing value added (current United States dollars) as a proportion of GDP (%)Indicator 9.2.2: Manufacturing employment as a proportion of total employmentSL_TLF_MANF: Manufacturing employment as a proportion of total employment (%)Target 9.3: Increase the access of small-scale industrial and other enterprises, in particular in developing countries, to financial services, including affordable credit, and their integration into value chains and marketsIndicator 9.3.1: Proportion of small-scale industries in total industry value addedNV_IND_SSIS: Proportion of small-scale industries in total industry value added (%)Indicator 9.3.2: Proportion of small-scale industries with a loan or line of creditFC_ACC_SSID: Proportion of small-scale industries with a loan or line of credit (%)Target 9.4: By 2030, upgrade infrastructure and retrofit industries to make them sustainable, with increased resource-use efficiency and greater adoption of clean and environmentally sound technologies and industrial processes, with all countries taking action in accordance with their respective capabilitiesIndicator 9.4.1: CO2 emission per unit of value addedEN_ATM_CO2: Carbon dioxide emissions from fuel combustion (millions of tonnes)EN_ATM_CO2MVA: Carbon dioxide emissions per unit of manufacturing value added (kilogrammes of CO2 per constant 2015 United States dollars)EN_ATM_CO2GDP: Carbon dioxide emissions per unit of GDP (kilogrammes of CO2 per constant 2010 United States dollars)Target 9.5: Enhance scientific research, upgrade the technological capabilities of industrial sectors in all countries, in particular developing countries, including, by 2030, encouraging innovation and substantially increasing the number of research and development workers per 1 million people and public and private research and development spendingIndicator 9.5.1: Research and development expenditure as a proportion of GDPGB_XPD_RSDV: Research and development expenditure as a proportion of GDP (%)Indicator 9.5.2: Researchers (in full-time equivalent) per million inhabitantsGB_POP_SCIERD: Researchers (in full-time equivalent) per million inhabitants (per 1,000,000 population)Target 9.a: Facilitate sustainable and resilient infrastructure development in developing countries through enhanced financial, technological and technical support to African countries, least developed countries, landlocked developing countries and small island developing StatesIndicator 9.a.1: Total official international support (official development assistance plus other official flows) to infrastructureDC_TOF_INFRAL: Total official flows for infrastructure, by recipient countries (millions of constant 2018 United States dollars)Target 9.b: Support domestic technology development, research and innovation in developing countries, including by ensuring a conducive policy environment for, inter alia, industrial diversification and value addition to commoditiesIndicator 9.b.1: Proportion of medium and high-tech industry value added in total value addedNV_IND_TECH: Proportion of medium and high-tech industry value added in total value added (%)Target 9.c: Significantly increase access to information and communications technology and strive to provide universal and affordable access to the Internet in least developed countries by 2020Indicator 9.c.1: Proportion of population covered by a mobile network, by technologyIT_MOB_2GNTWK: Proportion of population covered by at least a 2G mobile network (%)IT_MOB_3GNTWK: Proportion of population covered by at least a 3G mobile network (%)IT_MOB_4GNTWK: Proportion of population covered by at least a 4G mobile network (%)

Canada GDP: CL 2002p: saar: Mfg: PF: FM: Boiler, Tank & Shipping Container data was reported at 1,697.000 CAD mn in Oct 2012. This records an increase from the previous number of 1,582.000 CAD mn for Sep 2012. Canada GDP: CL 2002p: saar: Mfg: PF: FM: Boiler, Tank & Shipping Container data is updated monthly, averaging 1,427.500 CAD mn from Jan 1997 (Median) to Oct 2012, with 190 observations. The data reached an all-time high of 1,703.000 CAD mn in Jun 2003 and a record low of 1,116.000 CAD mn in Jul 1999. Canada GDP: CL 2002p: saar: Mfg: PF: FM: Boiler, Tank & Shipping Container data remains active status in CEIC and is reported by Statistics Canada. The data is categorized under Global Database’s Canada – Table CA.A061: CSNA 1997: GDP: by Industry: Chain Linked 2002 Price: saar. Annualized monthly data

Norway NO: GDP: Volume: Investment: Private Non-Residential excluding Shipping and Oil data was reported at 400.117 NOK bn in 2026. This records an increase from the previous number of 386.707 NOK bn for 2025. Norway NO: GDP: Volume: Investment: Private Non-Residential excluding Shipping and Oil data is updated yearly, averaging 206.811 NOK bn from Dec 1978 (Median) to 2026, with 49 observations. The data reached an all-time high of 400.117 NOK bn in 2026 and a record low of 103.383 NOK bn in 1992. Norway NO: GDP: Volume: Investment: Private Non-Residential excluding Shipping and Oil data remains active status in CEIC and is reported by Organisation for Economic Co-operation and Development. The data is categorized under Global Database’s Norway – Table NO.OECD.EO: GDP by Expenditure: Volume: Forecast: OECD Member: Annual. IOBV - Gross fixed capital formation private non-residential industry excluding shipping and oil, volume

Goal 9Build resilient infrastructure, promote inclusive and sustainable industrialization and foster innovationTarget 9.1: Develop quality, reliable, sustainable and resilient infrastructure, including regional and transborder infrastructure, to support economic development and human well-being, with a focus on affordable and equitable access for allIndicator 9.1.1: Proportion of the rural population who live within 2 km of an all-season roadSP_ROD_R2KM: Proportion of the rural population who live within 2 km of an all-season roadIndicator 9.1.2: Passenger and freight volumes, by mode of transportIS_RDP_FRGVOL: Freight volume, by mode of transport (tonne kilometres)IS_RDP_PFVOL: Passenger volume (passenger kilometres), by mode of transportIS_RDP_PORFVOL: Container port traffic, maritime transport (twenty-foot equivalent units - TEUs)IS_RDP_LULFRG: Freight loaded and unloaded, maritime transport (metric tons)Target 9.2: Promote inclusive and sustainable industrialization and, by 2030, significantly raise industry’s share of employment and gross domestic product, in line with national circumstances, and double its share in least developed countriesIndicator 9.2.1: Manufacturing value added as a proportion of GDP and per capitaNV_IND_MANFPC: Manufacturing value added per capita (constant 2015 United States dollars)NV_IND_MANF: Manufacturing value added (constant 2015 United States dollars) as a proportion of GDP (%)NV_IND_MANF_CD: Manufacturing value added (current United States dollars) as a proportion of GDP (%)Indicator 9.2.2: Manufacturing employment as a proportion of total employmentSL_TLF_MANF: Manufacturing employment as a proportion of total employment (%)Target 9.3: Increase the access of small-scale industrial and other enterprises, in particular in developing countries, to financial services, including affordable credit, and their integration into value chains and marketsIndicator 9.3.1: Proportion of small-scale industries in total industry value addedNV_IND_SSIS: Proportion of small-scale industries in total industry value added (%)Indicator 9.3.2: Proportion of small-scale industries with a loan or line of creditFC_ACC_SSID: Proportion of small-scale industries with a loan or line of credit (%)Target 9.4: By 2030, upgrade infrastructure and retrofit industries to make them sustainable, with increased resource-use efficiency and greater adoption of clean and environmentally sound technologies and industrial processes, with all countries taking action in accordance with their respective capabilitiesIndicator 9.4.1: CO2 emission per unit of value addedEN_ATM_CO2: Carbon dioxide emissions from fuel combustion (millions of tonnes)EN_ATM_CO2MVA: Carbon dioxide emissions per unit of manufacturing value added (kilogrammes of CO2 per constant 2015 United States dollars)EN_ATM_CO2GDP: Carbon dioxide emissions per unit of GDP (kilogrammes of CO2 per constant 2010 United States dollars)Target 9.5: Enhance scientific research, upgrade the technological capabilities of industrial sectors in all countries, in particular developing countries, including, by 2030, encouraging innovation and substantially increasing the number of research and development workers per 1 million people and public and private research and development spendingIndicator 9.5.1: Research and development expenditure as a proportion of GDPGB_XPD_RSDV: Research and development expenditure as a proportion of GDP (%)Indicator 9.5.2: Researchers (in full-time equivalent) per million inhabitantsGB_POP_SCIERD: Researchers (in full-time equivalent) per million inhabitants (per 1,000,000 population)Target 9.a: Facilitate sustainable and resilient infrastructure development in developing countries through enhanced financial, technological and technical support to African countries, least developed countries, landlocked developing countries and small island developing StatesIndicator 9.a.1: Total official international support (official development assistance plus other official flows) to infrastructureDC_TOF_INFRAL: Total official flows for infrastructure, by recipient countries (millions of constant 2018 United States dollars)Target 9.b: Support domestic technology development, research and innovation in developing countries, including by ensuring a conducive policy environment for, inter alia, industrial diversification and value addition to commoditiesIndicator 9.b.1: Proportion of medium and high-tech industry value added in total value addedNV_IND_TECH: Proportion of medium and high-tech industry value added in total value added (%)Target 9.c: Significantly increase access to information and communications technology and strive to provide universal and affordable access to the Internet in least developed countries by 2020Indicator 9.c.1: Proportion of population covered by a mobile network, by technologyIT_MOB_2GNTWK: Proportion of population covered by at least a 2G mobile network (%)IT_MOB_3GNTWK: Proportion of population covered by at least a 3G mobile network (%)IT_MOB_4GNTWK: Proportion of population covered by at least a 4G mobile network (%)

Canada GDP: CL 2017p: saar: Mfg: FM: Boiler, Tank & Shipping Container data was reported at 1,032.000 CAD mn in Feb 2025. This records a decrease from the previous number of 1,128.000 CAD mn for Jan 2025. Canada GDP: CL 2017p: saar: Mfg: FM: Boiler, Tank & Shipping Container data is updated monthly, averaging 1,559.000 CAD mn from Jan 1997 (Median) to Feb 2025, with 338 observations. The data reached an all-time high of 2,052.000 CAD mn in Jun 2003 and a record low of 950.000 CAD mn in Apr 2020. Canada GDP: CL 2017p: saar: Mfg: FM: Boiler, Tank & Shipping Container data remains active status in CEIC and is reported by Statistics Canada. The data is categorized under Global Database’s Canada – Table CA.A030: CSMA: GDP by Industry: Chain Linked 2017 Price: saar.